kosakoff



(No Model.) 4Sheets-Sh`eet 1.

VA. LIST & J..KOSAKOFF.

PETROLEUM MOTOR. No. 371,849.. Patented Oct. 18, 1887.

IFJ

N, PETERS, Phom-Llumgmpher. Washinglen. llc.

(No Model.) 4 sheets-#sheet '2;

V. LIST & J. KOSAKOFF.

PETROLEUM MOTUR. No. 3'7`l,849, Patented 0ct.'18,4188'7u Pv wer' 'Cy N. persas. Pham-ummm. washington. n t;

Am t nu e h s e e h. S 4 UL nr., 0 Kl Am W0 KM v.M TUU E oww Tm SE 1P L V., d. d ,0 M 0 W l No. 371,849. Patented Oct. 18, 1887.

tlnrrsn Freres .rrr-r terres.

VICTOR lJlST .AND JACOB KOSAKOFF, OF MOSCOW, RUSSIA, ASSGNORS OF ONEl-IALF TO GEORG A. LlST, OF SAME PLACE.

PETROLEUVIQMOTOR.

SPECFICATION forming part of Letters Patent No. 371,849, dated October 18, 1887.

Application filed March 15, 1887. Serial No. 230,999. (No model.)

To @ZZ 1071.072?, it may concern,.-

Beit known that we, Vieron Lrsr, engineer, and Jixcoi; Kosarronn, mechanic, both subjects of the Emperor of Russia, and residing at Moscow, in the Russian Empire, have invented new and useful Improvements in Petroleum- Motors, whereof' the following is a specifica` tion.

Our invention relates to engines in which rc motive power is produced bythe explosive combustion of a mixture of vapors of liquid hydrocarbons-for instance, of petroleumwith air.

The improvements constituting the invenr5 tion consist in the particular construction of the apparatus in which the said vapors are generated and mixed with.air, (or carburetom) in the means employed for varying the strength ofthe mixture; moreover, in the arrangeniient 2o of burners for combustible vapors that are produced within the same, the said burners serving onone hand to heat the carburetor at the beginning, and, on the other hand, to maintain the permanent flame from which fire is transmitted to the explosive mixture, and in the construction of the device by which such transmission is caused, (or igniting device.)

On the annexed four sheets of drawings is represented a motor involving our improve- 3o ments. i,

Figure l is a vertical section along the center line of the powercylinder, some of the parts at the rear of the cylinder being omitted. Fig. 2 is a transverse sectional view; and Fig.

3, a plan, partly in section. Fig. 3ii is a part in detail. Fig. et is a longitudinal sectional view of the carburetor with a portion of the cylinders. Fig. 5 is a transverse section thereof on line y z of Fig. 4t, and Fig. 6 a horizontal 4o section. Figs. 7 and S are respectively a vertical and ahorizental section of the part of the engine containing the igniting device.. Fig. 7A`L shows the said device in a different position, and Fig. 7h a part thereof. Figs. et, 5, and 6 4 5 are drawn to a larger scale than Figs. l, 2, and 3; Figs. 7, 7, and 8 to a still larger scale, and Fig. 7J in about full size.

The motor comprises the main or power cylinder E and the compressing-cylinder B,

5o having pistons connected by rods to two cranks placed on the same side of the shaft S, the said cylinders operating in like manner as the corresponding cylinders of the known gasmotors of similar construction. The cylinders communieate with each other by the channels m andp and the valvebox C, in which is contained the valve n.

F is the exhaust-valve.

Both valves are acted upon by springs tending to keep them closed, and they are opened 6o at the proper moments by means of the shaft -K, driven by bevel-wheels from the crankshaft S, and provided with two tappets, a and t, the tappet a, Figs. 2 and 3, operating on the valve n through the roller a', rod g, and 65 bell-crank lever Z, and the tappet t, Figs. 3 and 3, on the Valve F through the roller u', rod a, and beller-ank lever c. rlhe said rod g forms the piston of a small pump, J, the purpose of which will be explained hereinafter. 7o In order to facilitate the rotation of the flywheel by hand, required when the engine is to be started, the rod u is provided with another roller, u2, which can be shifted lengthwise ou its axle of rotation, and the -shaft K with another tappet, t', which has such position relatively to the tappet 'l that when the roller agis pushed close to the rod n both tappets will act one after the other to keep the valve F open, the countcrpressure against the piston ofthe 8o cylinder E being thereby reduced or done away'with. As soon as the engine is working, the roller u2 is drawn back, so that then the rod u and the valve F are operated upon by the tappett only.

Both cylinders E and B are inclosed injackets, connected together by a pipe, as, and the -jacket of the cylinder E is supplied with cold water for the purpose of: cooling the cylinder, while this water, after having become heated, 9o is conducted by the pipe a3 to the jacket ofthe cylinder B in View of transmitting heat to the same.

The carburetor A, (see especially Figs. 4, 5, and 6,) in which the vapors of petroleum are produced and mixed with air,is composed of two parts. The iirst part consists in a box divided into three compartments, c, b, and d, and in a row of tubes, e, 4connecting together the outer compartments, c and d, and passing roo through the middle one, b. The tubes e, made of thin sheet metal, are lined with a material capable of imbibing petroleum or whatever other hydrocarbon is employed-for instance, with hollow lamp-wicks. The compartment c is in communication with the surrounding air by the pipe f, and it is continuously supplied with petroleum by the pump J and the pipes c2 c3 from the reservoir Q, arranged in the frame of the engine. By means ofthe over flow-pipe c4, leading back to the reservoir Q, the petroleum in the compartment c is` maintained, at such a level that itmay just passinto the tubes e and be sucked in by the wicks.

From the compartment d a pipe, lz, provided with a self-closing valve, i, leads to the port k of the cylinder B. The said pipe extends upward beyond the level of the petroleum which passes through the tubes e into the compartment d, in order that the petroleum may be prevented from running into the pipe. The middle compartment, b, finally is in communication with the jacket of the power-cylinder E by the valve-box s and the pipe s, so that, according as the valve'in the box s is adjusted, more or less of the refrigerating-liquid, after having become heated,will circulate through the compartment b and heat the tubes e, petroleum being thereby evaporated.

Except in case light hydrocarbons are employed, it is advantageous to divide the inner space of the jacket into two portions, an upv per one, q, and a lower one, r, the portion q being connected to the compartment b and supplied with a liquid capable of being heated withoutinconvenience to a higher temperature than water-for instance, with oil-whereas the lower portion, o, may be fed with water, as usual in like machines. When the engine is in operation and the carburetor is heated, as described, the piston of the compressingcylinder B sucks in air through the pipef and the tubes c. This air on passing through the tubes c vmixes with the vapors generated therein, while its temperature is raised; and the heated explosive mixture thus produced is thereupon drawn through the suction-pipe h and past the automatically-opening valve i .into the cylinder B.

The second part of the carburetor consists in an apparatus arranged by the side of the irst part and similar thereto, except that the tubes do'not contain wicks and that it is not supplied with petroleum, the purpose of this part being to heat air which is to be added to the explosive mixture in order to alter its strength. The said part is composed of the outer compartments, c and d', a middle compartment which is an extension of the described compartment b, inasmuch as it is but partially separated therefrom by a wall, b,and

of the tubes e, connecting together the compartments c and d and passing through the said extension of the compartment b. The compartment c is in communication with the outer air by the aperture f', (shown in dotted lines in Fig. 6,) and from the compartment di.

leads downward a pipe, h', which meets the aforesaid pipe 7L above the valve t'. The portion of the middle compartment, b, traversed by the tubes e being filled alike to the portion containing the tubes c with hot liquor passing into the compartment from the cylinder E and circulating around the wally, (as shown by arrows in Fig. 6,) the air in the tubes e will also become heated.

In the pipes h, and h are arranged the respective throttle-valves h2 and h3, keyed at a right angle to each other on a common axle, hj, connected to the governor M, Figs. 2 and 3, the parts being so arranged that when the speed of the engine decreases and the balls of the governor approach each other the valve h2 will increase the free area of the passage through the pipe 7L, whereas the valve he diminishes the area of the passage through the pipe h, a greater amount of explosive mixture formed in the tubes e and a smaller amount of air heated in the tubes e being then admitted to the cylinder B. Upon an increase of speed of the engine occurring, the valves operate to diminish the strength of the mixture by admitting less thereof and more air. The vapors of petroleum which, during the pauses between the strokes ofthe engine, rise in the pipe f condense on the walls of the pipe, and are thus prevented from passing into the engine-room.

The burners for combustible vapors that are produced within the same consist in a pipe leading downward from a reservoir containing petroleum or other suitable hydrocarbon and inclosing in its lower portion,the end whereof is perforated,a wick or other material through which the petroleum, &c., may slowly percolate. Moreover, a metallic conductor of heat is fixed to the pipe close to the perforatiqn or perforations thereof.

The burner of this description serving to heat the carburetor at the beginning-. e., before the engine is set in motion-is shown in Figs. 1 and 4. The same is composed of the pipe x, connected at its upper end to the reservoir P and having a cock, x', of the horizontal pipe y, connected to the pipe x and perforated at one side, and of the heat-con ductor w, forming a iiat tube open at both ends and iixed with its upper projecting side to the top of the pipe y, so as to be with one of its open ends opposite to the perforations of the pipe. Into the lower part of the pipe :r is inserted awick, (which is not shown, but isin similar to thewick n2, shown in Fig. 7) or its aforesaid equivalent, and in front of the perforations of the pipe y is arranged a small gutter, z, designed to contain asbestus. When with this arrangement some petroleum is allowed to pass by means of the cock w to the asbestus and the same is lighted, the tube w will transmit the heat of thevflame to the pipe and evaporate the petroleum containedin the wick which is inelosed in the said pipe. These va- Y.OO

pers, while preventing by their pressure a too -rapid flow of petroleum in the pipe x, pass out from the pipe y by the perforations thereof and burn with a strong clear fiame under the compartment b of the carburetor, (the bottom whereof is preferably made of sheeteopper,) and thus heat the said compartment, together with its contents, and as the fiame passes through the tube w heat is also transmitted from the same by this tube to the pipe au and a continuous production of vapors of petroleum is brought about for feeding the iiame. In view of localizing the heat of the flame a kind of fire-box having a chimney, q', is arranged under the carburetor. After the carburetor has been heated in the described manner, the engine is set in motion, and as soon as the oil in thejacket of the power-cylinder has assumed a sufficient temperature the fiume ofthe burner is extinguished by closing the cock fr'.

The device for igniting the explosive charge of the power-cylinder is constructed as follows: Opposite to the admission-port p of the cylinder is arranged a sleeve, G, within which rotates a solid cylinder, the said sleeve forming in the present case a bearing of the aforesaid shaft K and the solid cylinder being a portion of the latter. The sleeve or bearing G has three orifices, z", k', and Z', Fig. 7, arranged in oner transverse plane and being respectively at the top, at the side, and at the bottom of the sleeve, the orificev i leading to thepermancnt igniting-flames m m2, the orifice 7c to the port of the valve-box C, which is in open communication with the admissionport p of the power-cylinder E, (see also Figs. 3 and 8,) and the orifice Z' to the outer air. In theplane of the said orifices the shaft Kis provided with a transverse perforation, 0, having a lateral branch, and into this perforation and its branch is inserted theigniting-tube D, comprising an inner chamber, 2, Fig. 7", closed at the outer end, and an annular chamber, 3,

open at its outer end and communicating with the chamber 2 by small holes et. Moreover, the chamber 2 communicates by the channel 5 andthe lateral channel l with the groove 6, Fig. 7, extending peripherically along a portion ofthe surface of the shaft K. The width of the passage' from the channel 5 tothe channel l may be regulated by a screw, and above the orifice t" of the sleeve G is arranged a chimney, XV. When the shaft K is in the position shown by Fig. 7a, in which its perforation oregisters at the top with the orifice i andat the bottom with the orifice Z, while the channel i ofthe igniting-tube is in communication by the orifice It and the-valve-box C with the admission-port p, a small portion of the explosive mixture being compressed at the time will pass into the chamber 2 of the igniting-tube, and thence through the holes i into the annular chamber 3, whereit expands. Finally it ignites at the permanent fiames m m2, and, on account of its having but little pressure, it burns with a steady flame at the outer end of the chamber f. This flame or transmitting-flame continues to be fed with explosive mixture through the grooveG until, by the rotation ofthe shaft K in the direction of the arrow S, Fig. 7", the end 7 of the groove 6 passes away over the orifice 7c',and eommunlcation between the groove and the orifice is cut off. A little before this the orifices t" and Z' have been closed by the full parts ofthe shaft K. Immediately after the stoppage of the feeding of the transmittingflame, the upper end of the perforation o of the shaft K is brought in communication with the orifice k', and consequently with t-he valve-box C and the port p, so that the explosive mixture contained in the said box and the power cylinder is then ignited by the transmitting-flame.`

The burner for the permanent flames m' m2, which is constructed similarly to the burner for heating the carburetor, consists of the pipe n', Fig. 7, containing in its lower port-ion a wick, n2, or other material of the character stated above, and communicating with a reservoir for petroleum or other hydrocarbon, (not shown in the drawings) which is placed at a higher level. Near the apertures for the egress of the vapors by which the flames are to be fed the metal tongues o are fixed to the pipe u. in such position that the flames will impinge upon them. Theheat of the flames is thus utilized in this case also for converting the petroleum slowly running down through the wick into vapors, which thereupon pass out through the said apertures. Previous to its employment the burner has to be withdrawn from the chimney W and heated by means of a lamp or otherwise until vapors are first produced. rlhe purpose of the arrangement of two permanent fiames is solely to obviate the danger of their being extinguished accidentally.

It remains to be observed that the improvements constituting our invention are not dependent upon the particular construction of engine shown by the drawings, and that they may as well be applied to other motors deriving their power from the combustion of explosive mixture-for instance, to the engines of this kind in which the operations of drawing` in the mixture and compressing it are carried out in the same cylinder in which the mixture is caused to produce mechanical work by its combustion.

Ve claim as our inventionl. In a petroleunrengine, the combination, with a box having the compartment c, communieating with the outer air, and the compartments I) and d, of the tubes e, lined with a material adapted to imbibe liquid hydrocarbons, suction-pipe h, pipe c, for supplying hydrocarbon, and means for causing a heated liquid to circulate through the compartment b, substantially as and for the purpose specified.

In a petroleum-engine, the combination, with a box having the compartments c and cf,

communicating with the outer air, and the compartments b, d, and d, of the tubes e, lined with a material adapted to imbibe liquid hydrocarbons, tubes e', suction pipes h and h, pipe ci, for supplyinghydrocarbon, and means for causing a heated liquid to circulate th rough the compartment b, substantially as and for the purpose described.

3. In a petroleum-engine, the combination, with a box having the compartments c and c', com munieating with the outer air, and the compartments b, d, and d', of the tubes c, lined with a material adapted to imbibe liquid hydrocarbons, tubes e', suction-pipes 7i and h', throttle-valves if and h, iiXed at a right angle to each other on the axle h", 0"overnor M means of connection between the axle h4 and the governor, hydrocarbon-suppl y pipe c, and means for causing a heated liquid to circulate through the compartment substantially as and for the purpose specified.

4. In a petroleumengine, the combination of the carburetor having the compartment c, communicating with the outer air, the compartments b and d, the tubes c, lined as specified, the suction-pipe 7i, and the hydrocarbonsupply pipe c, with the power-cylinder E, having a jacket, and means of communication between the said jacket and the compartment b, substantially as and for the purpose described.

5. In a petroleum-engine, the combination of the carburetor having the compartment c, communicating with the outer air, the compartments b and d, the tribes c, lined as specihed, the suction-pipe h, andthe hydrocarbonsupply pipe c, with the power-cylinder E, having a jacket divided into two portions, q and r, and means of communication between the jacket portion q and the compartment b, substantially as and for the purpose set forth.

6. In a petroleum-engine, the combination, with a reservoir for containing fluid hydrocarbon, of a pipe having perforations for the escape of the vapor, a porous substance contained Within said pipe and through which the hydrocarbon may percolate slowly, and a metallic heat-conductor against which the ignited vapor impinges, said conductor having contact with the pipe, whereby the hydrocarbon therein is vaporized, substantially as set forth.

7. In a petroleum-engine, the combination, with the power-cylinder E, of the sleeve G, having the orifices i', k', and Z', a burner for the permanent llame, the rotating cylinder K, having the perforation o and channel 6, and the igniting-tube D, containing the chan'nels land 5, and the chambers 2 and 3, communicating together by the holes 4, substantially as hereinbefore described, and for the purpose set forth.

In testimony whereof We have hereunto set our hands in the presence of two subscribing witnesses.

VICTOR LIST. JACOB KOSAKOFF.

Witnesses:

ALEXANDER GARRILENKY, SERGEI DEETERs. 

